Internal combustion engine



May 30, 1933.

J. W. LEIGHTON INTERNAL COMBUSTION ENGINE Filed June 15, 1931 4 Sheets-Sheet 1 HIIII U II I I I I I Tig l I I 19 I 6 16 I I I I 30 I I I I I 30 l 4 21 I 33 w 31 as IIIIIII|| I? 20 f 7 7 I F I v 27 uIIHlu- 26 1.55.; I Him I IE: IE Lu m w u. I" m um ZKEE -32 34 II. I Z

III, "II if 'I III I' Jb/m 11/. Leighfon I fm/enfar 14 (Hey W 4 Sheets-Sheet 2 Filed June 15, 1931 J56 Leg/#077 J. w. LEIGHTON 1,912,285

INTERNAL COMBUSTION ENGINE Filed June 15, 1931 4 Sheets-Sheet 3 T v 1 Q May 30, 1933.

Patented May 30, 1933 UNITED STATES JOHN W. LEIGHTON, F CAPE HORN, WASHINGTON INTERNAL COMBUSTION ENGINE Application filed June 15, 1931. Serial No. 544,514.

My invention relates to internal combustion engines and is comprised primarily of the sleeve valve type.

. In my new and improved engine a sleeve is reciprooably disposed within the engine cylinder. With an arm outwardly extending through the cylinder wall thatis removably secured to the lower, or crank case end of the sleeve and having a pair of power driven cams associated therewith for raising and lowering the sleeve in timed relation ship with the piston. An inlet port is disposed through the sleeve and through the cylinder wall and a plurality of exhaust ports are disposed through the respective walls of the sleeve and the cylinder. The purpose of the plurality of exhaust ports being to aid in the scavenging of thecylinder at the end of the exhaust stroke.

Heretofore in the engines now in operation in which sleeve valves are employed the sleeve valve has been in continuous operation which eliminated the possibility of its use in high speed engines. Through the use of my new and improved sleeve valve and the tim-' ing cam valves for actuating the same higher speeds are obtainable and a more complete scavenging of the burnt fuels is also made possible. Since the sleeve is moved .in a straight line, lubrication is further facilitated.

One of the objects of my improvements in internal combustion engines is to provide an engine of simple design comprised of a few parts and one that will have a long operating life.

A further object of my invention consists in providing a construction that will permit a complete scavenging of the cylinder during each cycle of operation.

A still further object of my invention consists in providing a sleeve valve comprised of asingle piece that is simply constructed and that will have a long operating life.

A still further object of my invention consists in so arranging the cams for manipulating the sleeve valve that the sleeve valve may be made to remain stationary for the major part of its cycle of operation.

A still further object of my invention consists in providing means for actuating the sleeve valve of the engine so that the sleeve valve will remain stationary for the major part of its cycle of operation and for quickly actuating the sleeve valve when the same is actuated, to thereby increase the operating efficiency of the engine. 1

WVith these andincident'al objects inview, the invention consists in certain novel .features of construction and combination of parts, the essential elements of which are set forth in the appended claims, and a preferred form of embodiment of which is hereinafter shown with reference to the drawings which accompany and form apart of this specification. 1 I

In the drawings:

Fig. l'is a side view, partially in section of an assembled motor comprised of four cylinders.

Fig. 12 is a fragmentary, sectional side view of the cams for actuating the sleeve valve. The same being taken on line 22 of Fig. 5, looking in the direction indicated.

Fig. 3 is an inverted, perspective plan View of the sleeve valve shown removed from the cylinder. a Fig. 4; is a fragmentary, sectional side View of the base of the sleeve valve and illustratpig the yoke that is removably secured there- Fig. 5 is-a sectional, end view of the assembled motor. The same being taken on line 55 of Fig. 1, looking in the direction indicated. i

v Fig. 6 is a sectional, top plan view,'of the assembled engine. The same being taken on hne 66 of'Fig. 1, looking in the direction indicated. i

Fig. 7 is adiagrammatical layout, insec tion, of the cylinder, the piston, the sleeve valve and the operating cams for the sleeve valve illustrating the piston at the beginning of the suction stroke.

Fig. 8 is a diagrammatical layout, in sectional side View of the mechanism illustrated in Fig. 7 and illustrating the piston half way down on the intake stroke and illustrating the valve for controlling the sleeve in full raised position.

Fig. 9 is a cliagrammatical layout, in sectional side view of the mechanism illustrated in Figs. 7 and 8 and illustrating the piston in up stroke position and in the initial stages of compression, with all valves closed.

Fig. 10 is a diagrammatical, sectional side view of the mechanism illustrated in Figs. 7, 8 and 9, and illustrating the piston in the down part of the power stroke and illustrating all valves closed.

Fig. 11 is a diagrammaticalsectional view of the mechanisms illustrated in Figs. 7 to 10 inclusive and illustrating one ofthe exhaust ports open with all other ports closed.

Like reference characters refer to like parts throughout the several views.

' I comprise my invention of a cylinder block 1, having a flange 2 outwardly extending from its base to facilitate the attachment of a crank case 3 thereto. The cylinder block is water jacketed, as illustrated at 4, in the usual manner. A head 5 is removably secured to the upper end of the cylinder block and is secured thereto by any suitable fastening means as through the use of engine bolts 6. The cylinder head is also water acketed, as illustrated at 7. A spark plug 8 is secured to the cylinder head. A crank 10, is disposed in suitable bearings 11 that are disposed within the engine block and piston rods 12 connect the crank with the piston 13.

I have here shown my invention as a four cylinder motor, but I do not wish to be limited to a four cylinder engine as the same is adapted for application to any internal combustion engine of any number of cylinders. An inlet port 14 is disposed through the side wall of the cylinder and is connected to a source of supply of hydrocarbon fuel. A plurality of exhaust ports, here shown as two in number at 15 and 16 are disposed through the oppositely disposed side wall of the cylinder. The exhaust port 15 is disposed substantially at the top of the firing chamber and the exhaust port 16, is disposed substantially at the bottom of the firing chamber. The inlet port is disposed substantially at the top and above the primary portion of the firing cylinder. The inlet port is so placed to facilitate the scavenging of the cylinder. A part of the exhaust gases are exhausted through the exhaust port 15 and the remainder of the exhaust gases are exhausted through the exhaust port 16 and are exhausted therethrough as the new fuel charge is admitted'through the inlet port 14. The incoming gases for combustion are passed immediately adjacent the firing end of the spark plug 8 so that the best possible fuel charge, to be exploded will be obtained. immediately adjacent the spark plug, to thereby insure complete firing of the fuels. r

A cam chest 17 is disposed longitudinally of the cylinder block and at one side of the same. A head 18 is removably secured to the cam chest and a journal 19 upwardly extends fro-m the top of the head 18. A cam shaft 20 is disposed within the cam chest and the same is adapted for being driven from the gear box 21 and from gears disposed therein, that are not here shown. A sleeve valve 22 is reciprocably disposed within each of the cylinders, and an inlet 23 is disposed through the wall of the sleeve valve 22 and exhaust ports 24 and 25 are disposed through the oppositely disposed side of the wall of the sleeve valve. The respective ports that are disposed within the sleeve, are adapted for being placed in registry with the respective companion ports disposed within the cylinder walls.

Ajournal pocket 26 is disposed within the base end of the sleeve valve and the same is adapted to receive the boss 27 of a yoke 28 therein. The boss and yoke are removably secured to the journal pocket of the sleeve by any suitable fastening means as through the use of engine bolts 29 and are thereby rigidly united so that the sleeve in its upward and downward travel will be firmly held against any rotary movement. The yoke 28 has a piston bearing 30 upwardly extending therefrom that is adapted for being reciprocated within the journal 19 of the head 18. A journal bearing 19A is secured to the cylinder wall and a piston bearing 19Bis disposed upon the bottom of the yoke 28. The piston bearings 19B and 30 being in regis terable alignment with each other. The purpose and object ofwhich is to maintain the yoke in working alignment with the sleeve disposed within the cylinder. Pairs of quick acting cams 31 and 32 are mounted upon the cam shaft and are adapted for actuating the yoke 28 and the sleeve valve secured thereto and are so positioned as to manipulate in' .1

quick acting movements the sleeve valve in timed relationship with the piston, in order that the inlet and respective exhaust ports may be opened and closed quickly in timed relationship with the movement of the piston. This is done in order that the maximum energy, may be developed by the fuel charge and be utilized and thereafter the exhaust of the exploded fuel charge may be accomplished to the fullest possible extent. In operation the cams actuate the sleeve valve in a manner quite similar to the operation of a poppet valve wherein quick intermittent upward thrusts are given to the valves at the exact time required for their opening. In like manner the cams 31 and 32 actuate the sleeve only on the intake and exhaust strokes of the piston while in all other types of sleeve valve engines the sleeve valves are in constant movement.

Suitable bearing surfaces 33 and 34 are disposed within the yoke assembly and upon which the cams 31 and 32 may be made to engage. i

While the form of mechanism herein shown and described is admirably adapted to fulfill the objects primarily stated, it is to be understood that it is not intended to confine the invention to the one form of embodiment herein shown and described, as it is susceptible of embodiment in various forms, all coming within the scope of the claims which follow.

What I claim is:

1. In a device of the class described, the combination of an engine cylinder, a sleeve valve disposed within the cylinder and adapted for being reciprocated in a straight line within the cylinder, inlet and exhaust ports disposed within the respective walls of the sleeve valve and of the cylinder, a piston reciprocably disposed within the sleeve valve, a journal pocket disposed in the lower end of the sleeve valve, a yoke removably secured to the journal pocket, a cam shaft housing outwardly extending from one side of the cylinder, a cam shaft disposed longitudinally of the cam shaft housing, pow-er means for rotating the cam shaft, means for raising and lowering and for maintaining the sleeve valve in a state of repose for the major portion of the time of each cycle of operation of the sleeve valve, and means for placing the respective ports disposed through the cylinder wall and through the sleeve valve in timed relationship with the movement of the piston within the sleeve valve.

2. A new article of manufacture comprising a sleeve valve, a journal bearing disposed within a pocket in the base of the sleeve valve, a yoke having a boss disposed within the journal bearing pocket and adapted for being maintained rigidly therein by an engine bolt, internal camming surfaces disposed upon the up and down side of the yoke to adapt the yoke and the sleeve valve to receive intermittent reciprocating movement from cams embraced by said yoke, and for maintaining the sleeve valve in a state of rest for the major part of each cycle of manipulation to be imparted to the sleeve valve.

JOHN W. LEIGHTON. 

